JP7740854B2 - Vehicles in motion - Google Patents

Description

This disclosure relates to a moving vehicle.

This type of vehicle is disclosed, for example, in Patent Document 1. The three-wheeled bicycle with two front wheels in Patent Document 1 includes a frame body. A lower suspension arm shaft extending in the fore-and-aft direction is provided in the front half of the frame body. When the handlebars are turned to the left, for example, the front wheel is turned to the left and the frame body is forcibly tilted to the left around the lower suspension arm shaft.

Japanese Patent Application Laid-Open No. 2001-010577

Depending on the vehicle's intended use, there is a need to carry a large amount of cargo. However, with the above configuration, it was difficult to secure a large amount of cargo loading space.

This disclosure has been made in light of the above circumstances, and its purpose is to achieve a layout in a moving vehicle that makes it easy to ensure a large space in front of the steering shaft.

The problem that this disclosure aims to solve is as described above. Next, we will explain the means for solving this problem and the effects thereof.

According to an aspect of the present disclosure, there is provided a traveling vehicle having the following configuration. That is, the traveling vehicle includes a vehicle body, a front wheel, and an operating member. The front wheel is rotatably supported on the vehicle body and is rotatable around a turning axis. The operating member is operated to rotate in order to turn the front wheel. In a side view of the vehicle, when the operating member is operated, the steering axis is located rearward of the turning axis. The steering axis is parallel to the turning axis. The steering axis and the turning axis extend at an inclination rearward as they proceed upward from their lower ends. The traveling vehicle includes an operation transmission shaft that is rotatably supported. The rotational operating force of the operating member is transmitted to the front wheel via the operation transmission shaft. The operation transmission shaft extends parallel to the steering axis and the turning axis, and is located rearward of the steering axis.

This allows for a layout that makes it easy to secure a large space in a low position in front of the steering shaft. Furthermore, because the steering shaft and the turning axis of the front wheels are parallel, the steering feel is good. Furthermore, the degree of freedom in the layout for transmitting the operating force of the operating member to the front wheels is increased. This also improves the operating feel. Furthermore, a large space can be secured immediately in front of the steering shaft, for example, for a luggage compartment.

This disclosure makes it possible to realize a layout in a moving vehicle that makes it easy to secure a large space in front of the steering shaft.

1 is a perspective view showing the overall configuration of a three-wheeled bicycle according to one embodiment of the present disclosure. Side view of a three-wheeled bicycle. A perspective view of a three-wheeled bicycle from above and in front. FIG. 2 is a perspective view showing a state in which the steering wheel is turned left from the state shown in FIG. 1 ;

Next, the disclosed embodiments will be described with reference to the drawings. Figure 1 is a perspective view showing the overall configuration of a three-wheeled bicycle 1 according to one embodiment of the present disclosure. Figure 2 is a side view of the three-wheeled bicycle 1. Figure 3 is a perspective view of the three-wheeled bicycle 1 as seen from above and in front.

In the following explanation, the left-right direction of the three-wheeled bicycle (vehicle) 1 is defined as the direction seen by a rider riding the three-wheeled bicycle (vehicle) 1. Therefore, when the three-wheeled bicycle 1 is upright, the front-to-rear direction corresponds to the vehicle length, and the left-to-right direction corresponds to the vehicle width. Furthermore, the up-down direction (vertical direction) corresponds to the height direction.

In this specification, when a component is "attached" to another component, it includes direct attachment as well as indirect attachment via another component. The same applies to "fixing," "supporting," and "connecting."

The three-wheeled bicycle 1 is configured as a two-wheeled front vehicle. The three-wheeled bicycle 1 comprises a body 2, a left front wheel (first front wheel) 10, a right front wheel (second front wheel) 20, and a rear wheel 90. The body 2 supports the left front wheel 10, the right front wheel 20, and the rear wheel 90. The body 2 includes a frame 3 that forms the skeleton of the three-wheeled bicycle 1.

This three-wheeled bicycle 1 is a type of lean-type vehicle. A lean-type vehicle is a vehicle in which the attitude of the body 2 relative to the road surface can be changed, and the body 2 becomes tilted relative to the road surface when steering to turn. Hereinafter, the state in which the handlebars 5 (described below) for steering are operated to the neutral position and the body 2 is upright relative to the road surface (in other words, the state of normal straight-ahead riding) may be referred to as the reference state. Unless otherwise specified, the following explanation will be based on the reference state.

The left front wheel 10 is located to the left of the center in the vehicle width direction (first side). The right front wheel 20 is located to the right of the center in the vehicle width direction (second side). The left front wheel 10 and right front wheel 20 are supported on the frame 3 via a lean mechanism 40. Details of the lean mechanism 40 will be described later.

The rear wheel 90 is positioned in the center of the vehicle width direction and is rotatably supported at the rear end of the frame 3.

We will now explain the frame 3. The frame 3 is located in the center of the width of the three-wheeled bicycle 1. The frame 3 is made up of multiple frame members connected by welding or other means.

The frame 3 includes a bottom tube portion 71, a seat tube 72, seat stays 73, chain stays 74, a steering tube portion 75, a transmission tube portion 76, a top tube 77, a down tube 78, an output tube portion 79, a load receiving portion 80, and a connecting portion 81.

In this specification, "cylindrical portion" refers to a cylindrical portion that contains a bearing that rotatably supports the shaft. "Tube" refers to a portion that is solid or hollow.

The bottom tubular portion 71 is a member that extends linearly in the vehicle width direction. The bottom tubular portion 71 is formed in a cylindrical shape that faces the vehicle width direction. This bottom tubular portion 71 is sometimes called a bottom bracket shell. A crankshaft 91 is rotatably supported by the bottom tubular portion 71. The crankshaft 91 is positioned so that it faces the vehicle width direction. A pair of left and right pedals 93 are supported on both ends of the crankshaft 91, each via a crank 92.

A front sprocket 94 is supported near the bottom cylindrical portion 71. The front sprocket 94 rotates integrally with the crank 92 and crankshaft 91.

The seat tube 72 is formed so as to extend linearly upward and rearward from the bottom tube portion 71. The seat 9 is fixed to the upper part of the seat tube 72 via a rod-shaped seat post.

The rider can straddle the seat 9 and place their feet on the left and right pedals 93. In this way, the three-wheeled bicycle 1 is a type of vehicle in which the rider straddles the seat 9 (a saddle-type vehicle).

The seat stays 73 are formed to extend rearward and downward from the top of the seat tube 72.

The chain stay 74 is formed to extend rearward almost horizontally from the bottom tube portion 71.

The seat stays 73 and chain stays 74 are arranged in pairs, sandwiching the rear wheel 90 on either side. The rear ends of the seat stays 73 and chain stays 74 on the left and right sides are connected to each other, and the rear wheel 90 is rotatably supported at this portion.

A rear sprocket 95 is attached to the rear wheel 90. A chain 96 is wound between the front sprocket 94 and the rear sprocket 95. As a result, the force exerted by the driver's foot on the pedal 93 is transmitted to the rear wheel 90, allowing the rear wheel 90 to be driven manually.

An electric motor 97 is attached to the axle of the rear wheel 90. Driving the electric motor 97 can assist in driving the rear wheel 90 by human power. The electric motor 97 may also be used as a drive source to propel the three-wheeled bicycle 1 independently of human power. The electric motor 97 may also be used as a generator.

The steering tube section 75 is a long, slender cylindrical section that extends linearly in the vertical direction. The steering tube section 75 is positioned so that it is tilted slightly backward. That is, the steering tube section 75 extends at a rearward angle as it extends upward from the bottom end. The steering tube section 75 is located rearward of the axles of the left and right front wheels 10, 20 and rearward of the turning axis of the front wheels 10, 20.

The lower part of the steering shaft 6 is inserted into the steering tube section 75. The steering shaft 6 is rotatably supported by the steering tube section 75.

A handle (operating member) 5 is attached to the top of the steering shaft 6. The handle 5 is rod-shaped (a bar handle), and its left-right center is fixed to the top end of the steering shaft 6. The driver can grasp the handle 5 with their hands and operate it for steering. When the driver rotates the handle 5, the steering shaft 6 rotates relative to the steering tube section 75 around the axis of the steering tube section 75.

A vertical gap is formed between the lower end of the steering tube section 75 and the down tube 78, which will be described later. The lower end of the steering tube section 75 is connected to the widthwise end of a load receiving section 80 provided on the frame 3 via a pair of left and right connecting sections 81. The load receiving section 80 will be described later. The vicinity of the upper end of the steering tube section 75 is connected to the transmission tube section 76 via the top tube 77. The steering tube section 75 has a portion that protrudes above the connection point with the top tube 77.

Like the steering tube section 75, the transmission tube section 76 is a long, slender cylindrical section that extends linearly in the vertical direction. The transmission tube section 76 is positioned so that it is tilted slightly backward. In other words, the transmission tube section 76 extends at a rearward angle as it moves upward from the bottom end.

The transmission tube section 76 is located behind the steering tube section 75, between the steering tube section 75 and the seat tube 72. A gap is formed between the steering tube section 75 and the transmission tube section 76 in the fore-and-aft direction. The transmission tube section 76 is located parallel to the steering tube section 75.

The operation transmission shaft 7 is inserted into the transmission tube portion 76. The operation transmission shaft 7 is rotatably supported by the transmission tube portion 76. The upper end of the operation transmission shaft 7 is connected to the steering shaft 6 by a first link mechanism 61, which is a parallel link mechanism. Details of the first link mechanism 61 will be described later.

The top tube 77 is fixed so as to intersect with the upper part of the transmission tube section 76. The top tube 77 connects the transmission tube section 76 to the steering tube section 75. The top tube 77 also connects the transmission tube section 76 to the seat tube 72. The transmission tube section 76 has a portion that protrudes above the connection point with the top tube 77.

A down tube 78 is fixed so as to intersect with the lower portion of the transmission tube portion 76. The down tube 78 connects the transmission tube portion 76 to the bottom tube portion 71. The down tube 78 also connects the transmission tube portion 76 to the front output tube portion 79 and load receiving portion 80. The transmission tube portion 76 has a portion that protrudes downward beyond the connection point with the down tube 78.

A battery 31 and a controller 32 are located immediately behind the transmission tube section 76 and above the down tube 78. The battery 31 supplies power to the electric motor 97. The controller 32 controls the electric motor 97.

The down tube 78 is a straight section oriented in the fore-and-aft direction. The down tube 78 is formed so as to extend substantially horizontally and linearly forward from the bottom tube portion 71. The down tube 78 is connected to the output tube portion 79 located at the front end of the frame 3.

The down tube 78 is formed, for example, from a thick, rectangular tubular member. The down tube 78 extends in the fore-and-aft direction to connect the bottom tubular portion 71 and the transmission tubular portion 76. The down tube 78 has a portion that protrudes further forward than the transmission tubular portion 76. A load receiving portion 80 is fixed to this forward protruding portion. The output tubular portion 79 is fixed to the front end of the down tube 78.

The cargo receiving section 80 is formed to protrude in the left-right direction from the down tube 78. As shown in FIG. 3, the cargo receiving section 80 is formed in a rectangular shape in a plan view. As shown in FIG. 2, a luggage compartment 80a in which luggage can be placed is formed directly above the cargo receiving section 80. In other words, the cargo receiving section 80 forms the bottom of the luggage compartment 80a. The handlebars 5, steering tube section 75, and transmission tube section 76 are located rearward of the luggage compartment 80a.

The luggage compartment 80a is located rearward of the rear ends of the left front wheel 10 and the right front wheel 20. This prevents interference with the luggage compartment 80a even when the left front wheel 10 and the right front wheel 20 turn.

The upper surface of the cargo receiving section 80 is a substantially horizontal cargo receiving surface. The cargo receiving surface is located above the axles of the left front wheel 10 and right front wheel 20. The cargo receiving surface is located below the upper ends of the left front wheel 10 and right front wheel 20. This allows for a low center of gravity for the cargo compartment 80a.

The steering tube portion 75 is shorter than the transmission tube portion 76. In other words, the steering shaft 6 is shorter than the operation transmission shaft 7. A gap is formed between the lower end of the steering shaft 6 and the lower part of the frame 3 (specifically, the down tube 78). If the steering shaft 6 is extended axially downward, the extension intersects with the luggage compartment 80a. This layout of the steering shaft 6 makes it possible to compact the front-to-rear length of the vehicle while ensuring a large space for the luggage compartment 80a.

As mentioned above, the battery 31 and controller 32 are located behind the transmission tube section 76. This allows for a layout that makes it easy to ensure a spacious luggage compartment 80a.

The left and right ends of the load receiving section 80 are fixed to the steering tube section 75 via a pair of connecting sections 81 arranged on the left and right. The section where the transmission tube section 76 passes through the down tube 78 is close to the point where the rear end of the load receiving section 80 is fixed to the down tube 78.

The connecting portions 81 branch out diagonally downward to the left and right from the lower end of the steering tube portion 75, and are arranged in a pair on the left and right, sandwiching the luggage compartment 80a. Each connecting portion 81 is formed so as to branch into two at the left and right ends of the luggage compartment 80a in a side view. Each branch extends downward and forward, passing just outside the left and right ends of the luggage compartment 80a, and its lower end is connected to the luggage receptacle 80. The connecting portions 81 are a type of strength member, along with the top tube 77, down tube 78, seat stays 73, chain stays 74, and luggage receptacle 80.

As shown in Figure 2, the connecting portion 81 is connected to the load receiving portion 80 in a triangular shape when viewed from the side. This increases the mechanical strength of the load receiving portion 80 and the connecting portion 81.

Like the steering tube section 75 and the transmission tube section 76, the output tube section 79 is a long, thin cylindrical section that extends linearly in the vertical direction. The output tube section 79 is positioned so that it is tilted slightly backward. In other words, the output tube section 79 extends at a rearward angle as it moves upward from the bottom end.

The output tube section 79 is located forward of the steering tube section 75, the transmission tube section 76, and the load receiving section 80. The output tube section 79 is located parallel to the steering tube section 75 and the transmission tube section 76.

The output tube portion 79 is located between the left front wheel 10 and the right front wheel 20. The output tube portion 79 is located rearward of the axles of the left and right front wheels 10, 20. The output tube portion 79 is formed with a lower portion that extends downward from the connection position with the down tube 78, and an upper portion that extends upward from this connection position.

The steering output shaft 8 is inserted into the output cylinder portion 79. The steering output shaft 8 is rotatably supported by the output cylinder portion 79. The upper end of the steering output shaft 8 is connected to the lower end of the operation transmission shaft 7 by a second link mechanism 62 consisting of a parallel link mechanism. Details of the second link mechanism 62 will be described later.

Next, we will explain the first link mechanism 61 that connects the steering shaft 6 and the operation transmission shaft 7.

The first link mechanism 61 includes a first output arm 65, a first input arm 66, and a link rod (link member) 67.

The first output arm 65 is positioned above the upper end of the steering tube section 75. The first output arm 65 is a plate-shaped member formed in a roughly diamond shape. The first output arm 65 has a pair of left and right arm sections.

The first output arm 65 is fixed to the steering shaft 6. Therefore, the first output arm 65 rotates integrally with the steering shaft 6. The thickness direction of the first output arm 65 is parallel to the rotation axis of the steering shaft 6. Therefore, the rotation of the first output arm 65 occurs within a plane perpendicular to the rotation axis of the steering shaft 6.

The first input arm 66 is positioned above the upper end of the transmission tube portion 76. The first input arm 66 is a plate-like member formed in a roughly diamond shape. The first input arm 66 has a pair of left and right arm portions.

The first input arm 66 is fixed to the operation transmission shaft 7. Therefore, the first input arm 66 rotates integrally with the operation transmission shaft 7. The thickness direction of the first input arm 66 is parallel to the rotation axis of the operation transmission shaft 7. Therefore, the first input arm 66 rotates in a plane perpendicular to the rotation axis of the operation transmission shaft 7.

A pair of link rods 67 are provided, one on the left and one on the right. Each link rod 67 is elongated and arranged in the front-to-rear direction in a plan view. The link rods 67 are oriented perpendicular to the rotation axis of the steering shaft 6 and perpendicular to the rotation axis of the operation transmission shaft 7.

One link rod 67 connects the left end of the first output arm 65 to the left end of the first input arm 66. The other link rod 67 connects the right end of the first output arm 65 to the right end of the first input arm 66. Spherical bearings (bearings with three degrees of freedom) are used at all four connecting points. This allows for assembly errors to be absorbed, ensuring smooth operation.

With this configuration, when the steering shaft 6 rotates, the two link rods 67 move in a plane perpendicular to the rotation axis of the steering shaft 6, transmitting the rotation to the operation transmission shaft 7. In this way, the operation transmission shaft 7 can be rotated by the same angle in conjunction with the rotation of the steering shaft 6.

Next, we will explain the second link mechanism 62 that connects the operation transmission shaft 7 and the steering output shaft 8.

The principle by which the second link mechanism 62 connects the operation transmission shaft 7 and the steering output shaft 8 is the same as the principle by which the first link mechanism 61 connects the steering shaft 6 and the operation transmission shaft 7.

The second link mechanism 62 includes a second output arm 68, a second input arm 69, and a link rod (interlocking member) 70.

The second output arm 68 is positioned below the lower end of the transmission tube portion 76. The second output arm 68 is a plate-shaped member formed in a roughly diamond shape. The second output arm 68 has a pair of left and right arm portions.

The second output arm 68 is fixed to the operation transmission shaft 7. Therefore, the second output arm 68 rotates integrally with the operation transmission shaft 7. The thickness direction of the second output arm 68 is parallel to the rotation axis of the operation transmission shaft 7. Therefore, the second output arm 68 rotates in a plane perpendicular to the rotation axis of the operation transmission shaft 7.

The second input arm 69 is positioned above the upper end of the output tube portion 79. The second input arm 69 is a plate-like member formed in a roughly diamond shape. The second input arm 69 has a pair of left and right arm portions.

The second input arm 69 is fixed to the steering output shaft 8. Therefore, the second input arm 69 rotates integrally with the steering output shaft 8. The thickness direction of the second input arm 69 is parallel to the rotation axis of the steering output shaft 8. Therefore, the second input arm 69 rotates in a plane perpendicular to the rotation axis of the steering output shaft 8.

A pair of link rods 70 are provided, one on the left and one on the right. Each link rod 70 is elongated and slender in the front-to-rear direction when viewed from above.

One link rod 70 connects the left end of the second output arm 68 to the left end of the second input arm 69. The other link rod 70 connects the right end of the second output arm 68 to the right end of the second input arm 69. As with the first link mechanism 61, spherical bearings (bearings with three degrees of freedom) are used at all four connecting points. This allows assembly errors and other problems to be absorbed, ensuring smooth operation.

With this configuration, when the operation transmission shaft 7 rotates, the two link rods 70 move in a plane perpendicular to the rotation axis of the operation transmission shaft 7, transmitting the rotation to the steering output shaft 8. In this way, the steering output shaft 8 can be rotated by the same angle in conjunction with the rotation of the operation transmission shaft 7.

The link rod 70 of the second link mechanism 62 is arranged so that it slopes upward in front in side view. The link rod 70 extends upward and forward while passing below the load receiving portion 80. The location where the link rod 70 intersects with the down tube 78 in side view is close to the point where the front end of the load receiving portion 80 is fixed to the down tube 78.

The height of the second output arm 68, which is fixed to the operation transmission shaft 7, is sufficiently lower than the height of the load receiving section 80. This prevents the link rod 70, which is positioned with its front raised, from interfering with the load receiving section 80.

A protective cover (protective member) 85 is fixed to the down tube 78. The protective cover 85 is a plate-shaped member. The protective cover 85 is positioned to cover the portions of the pair of left and right link rods 70 that are below the underside of the down tube 78. This protects the link rods 70 from damage caused by bumps in the road surface, etc.

Next, we will explain the lean mechanism 40 that realizes lean of the vehicle body 2.

The lean mechanism 40 is attached to the front end of the frame 3. As shown in FIG. 3, the lean mechanism 40 includes an upper arm (arm member) 41, a lower arm (arm member) 42, a left support member 11, and a right support member 21. The upper arm 41, the lower arm 42, the left support member 11, and the right support member 21 are connected in the shape of a parallelogram by appropriate bearings. In this way, the lean mechanism 40 achieves leaning of the vehicle body 2 using a parallel link mechanism.

The upper arm 41 and lower arm 42 are arranged parallel to each other and rotatably supported on the front end of the down tube 78. The left ends of the upper arm 41 and lower arm 42 are connected to each other by the left support member 11, and the right ends are connected to each other by the right support member 21.

The left support member 11 rotatably supports the left front wheel 10. The left support member 11 can pivot left and right about a left pivot axis (first pivot axis) that extends vertically relative to the upper arm 41 and the lower arm 42.

The right support member 21 rotatably supports the right front wheel 20. The right support member 21 can pivot left and right about a right pivot axis (second pivot axis) that extends vertically relative to the upper arm 41 and the lower arm 42.

The left and right turning axes are parallel to each other. The two turning axes are also parallel to the steering shaft 6, the operation transmission shaft 7, and the steering output shaft 8.

The parallel link mechanism provided in the lean mechanism 40 maintains the frame 3, left support member 11, and right support member 21 so that they are always parallel when viewed from the front. Therefore, the left front wheel 10 and right front wheel 20 can be tilted relative to the road surface in conjunction with the body 2 (frame 3) tilting left or right relative to the road surface when viewed from the front.

The steering output shaft 8 protrudes downward from the output tube portion 79, and the transmission arm 35 is fixed to this portion. The transmission arm 35 pivots left and right integrally with the steering output shaft 8.

A steering rod 19 is provided to connect the transmission arm 35 to the left support member 11 and the right support member 21. This allows the left front wheel 10 and right front wheel 20 to turn in conjunction with the rotation of the steering output shaft 8.

The steering shaft 6, first link mechanism 61, operation transmission shaft 7, second link mechanism 62, steering output shaft 8, transmission arm 35, and steering rod 19 constitute a linkage mechanism that turns the left front wheel 10 and right front wheel 20 in conjunction with the operation of the steering wheel 5. Figure 4 shows the state when the steering wheel 5 is turned to the left.

The first output arm 65 and the first input arm 66 have the same effective arm length. The second output arm 68 and the second input arm 69 have the same effective arm length. Therefore, the operating angle of the steering wheel 5 and the rotation angle of the steering output shaft 8 match, providing an operating feel as if the steering wheel 5 were directly connected to the steering output shaft 8. As a result, operability is excellent.

A brake mechanism 51 is disposed on the left front wheel 10, and a brake mechanism 52 is disposed on the right front wheel 20. This allows the left front wheel 10 and the right front wheel 20 to be braked. A lean brake 55 is disposed above the lean mechanism 40. This allows the lean of the vehicle body 2 to be braked. Known disc brake mechanisms can be used as the brake mechanisms 51, 52 and the lean brake 55.

As described above, the three-wheeled bicycle 1 of this embodiment comprises the body 2, front wheels 10, 20, and handlebars 5. The front wheels 10, 20 are rotatably supported on the body 2 and can turn around a pivot. The handlebars 5 are rotated to turn the front wheels 10, 20. In a side view of the vehicle, when the handlebars 5 are operated, the steering axis 6 is positioned rearward of the pivot axes of the front wheels 10, 20. The steering axis 6 is parallel to the pivot axes of the front wheels 10, 20. The pivot axes of the front wheels 10, 20 are indicated by the symbol c1 in Figure 2.

This allows for a layout that makes it easy to secure a large space in a low position in front of the steering shaft 6. Furthermore, because the steering shaft 6 and the turning axes of the front wheels 10, 20 are parallel, steering feel is excellent.

The three-wheeled bicycle 1 of this embodiment is equipped with a rotatably supported operation transmission shaft 7. The rotational operating force of the handlebars 5 is transmitted to the front wheels 10, 20 via the operation transmission shaft 7.

This allows for greater freedom in the layout for transmitting the operating force of the handlebars 5 to the front wheels 10, 20.

In the three-wheeled bicycle 1 of this embodiment, the rotation axis of the operation transmission shaft 7 is parallel to the pivot axes of the front wheels 10, 20 when viewed from the side of the vehicle.

This results in a good operating feel.

The three-wheeled bicycle 1 of this embodiment is equipped with a first link mechanism 61 consisting of a parallel link mechanism that connects the handlebars 5 and the operation transmission shaft 7.

This allows the operation transmission shaft 7 to rotate in conjunction with the handle 5 with a simple configuration.

In the three-wheeled bicycle 1 of this embodiment, the link rod 67 that constitutes the first link mechanism 61 is connected to the handlebar 5 and the operation transmission shaft 7 via spherical bearings.

This absorbs any play caused by assembly errors, etc., allowing the first link mechanism 61 to operate smoothly.

In the three-wheeled bicycle 1 of this embodiment, the operation transmission shaft 7 is located rearward of the steering shaft 6.

This allows a large space to be secured immediately in front of the steering shaft 6, for example, for the luggage compartment 80a.

The three-wheeled bicycle 1 of this embodiment includes a link rod 70 and a protective cover 85. The link rod 70 is connected to the operation transmission shaft 7 and transmits the rotation of the operation transmission shaft 7 to the front wheels 10, 20. The protective cover 85 protects the link rod 70 from obstacles.

This prevents damage to the link rod 70.

In the three-wheeled bicycle 1 of this embodiment, the luggage compartment 80a is located behind the front wheel 10 and in front of the handlebars 5. The connecting parts 81 of the frame 3 are positioned so that they pass through the left and right sides of the luggage compartment 80a.

This allows for a large luggage compartment 80a while preventing a decrease in mechanical strength.

In the three-wheeled bicycle 1 of this embodiment, the front wheels 10, 20 include a left front wheel 10 and a right front wheel 20 that are spaced apart in the left-right direction. The left front wheel 10 and the right front wheel 20 turn in response to operation of the handlebars 5.

This allows the vehicle to travel stably even when transporting cargo.

The three-wheeled bicycle 1 of this embodiment is equipped with an electric motor 97 for assisting human power or for self-propelled motion.

This results in a three-wheeled bicycle 1 that is less tiring to ride.

The above describes a preferred embodiment of the present disclosure, but the above configuration can be modified, for example, as follows. Each modification may be made alone, or multiple modifications may be made in any combination.

The operation transmission shaft 7 does not have to be parallel to the steering shaft 6 and the steering output shaft 8. The operation transmission shaft 7 may be omitted, and the steering shaft 6 and the steering output shaft 8 may be connected by an appropriate link mechanism.

In the first link mechanism 61, one of the link rods 67 can be omitted. In the second link mechanism 62, one of the link rods 70 can be omitted.

Normal bearings may be used instead of spherical bearings at the connecting portions of the link rods 67 and 70.

At least one of the first link mechanism 61 and the second link mechanism 62 can be changed to a transmission mechanism other than a link mechanism. For example, a transmission mechanism using gears or a chain can be used.

The protective cover 85 can be omitted.

The electric motor 97 may be omitted. Instead of the electric motor 97, an engine, for example, may be installed.

The configuration of the present disclosure can also be applied to non-lean three-wheeled vehicles. The configuration of the present disclosure can also be applied to two-wheeled vehicles with only one front wheel.

1. Three-wheeled bicycle (moving vehicle)
2 Body 3 Frame 5 Handle (operating member)
6 Steering shaft 7 Operation transmission shaft 10 Left front wheel (front wheel)
20 Right front wheel (front wheel)
67 Link rod (link member)
70 Link rod (interlocking member)
80a Luggage compartment 85 Protective cover (protective member)
97 Electric motor

Claims (10)

The car body and
a front wheel rotatably supported on the vehicle body and rotatable about a pivot axis;
an operating member that is rotated to turn the front wheels;
Equipped with
When the operating member is operated, the steering shaft is disposed rearward of the turning shaft in a side view of the vehicle,
the steering axis is parallel to the turning axis,
The steering shaft and the turning shaft extend at an inclination rearward as they proceed upward from the lower end,
A rotatably supported operation transmission shaft is provided,
a rotational operating force of the operating member is transmitted to the front wheel via the operation transmission shaft;
A traveling vehicle , wherein the operation transmission shaft extends parallel to the steering shaft and the turning shaft and is disposed rearward of the steering shaft . The traveling vehicle according to claim 1,
a steering tube portion that rotatably supports the steering shaft;
a transmission cylinder portion that rotatably supports the operation transmission shaft;
Equipped with
The steering tube portion is formed shorter than the transmission tube portion,
A vehicle characterized in that a gap is formed between the lower end of the steering shaft and a lower portion of the frame of the vehicle body . The traveling vehicle according to claim 2,
A vehicle characterized in that, when the steering shaft is extended downward in the axial direction, the vehicle is provided with a luggage compartment that intersects with the extension . A traveling vehicle according to any one of claims 1 to 3,
a luggage compartment is disposed rearward of the front wheels and forward of the operating member;
a first link mechanism that connects the steering shaft and an upper end of the operation transmission shaft;
a second link mechanism that connects a lower end of the operation transmission shaft and a steering output shaft;
Equipped with
The second link mechanism is arranged in a forwardly upward direction in a side view of the vehicle, and extends forwardly and upwardly while passing below a luggage receiving portion of the luggage compartment . A traveling vehicle according to any one of claims 1 to 4 ,
A traveling vehicle comprising a parallel link mechanism that connects the operating member and the operation transmission shaft. The traveling vehicle according to claim 5 ,
A traveling vehicle, characterized in that the link member constituting the parallel link mechanism is connected to at least one of the operating member and the operation transmission shaft via a bearing with three degrees of freedom. A traveling vehicle according to any one of claims 1 to 6,
a linking member connected to the operation transmission shaft for transmitting rotation of the operation transmission shaft to the front wheels;
a protection member that protects the interlocking member from obstacles;
A traveling vehicle comprising: A traveling vehicle according to any one of claims 1 to 7,
a luggage compartment is disposed rearward of the front wheels and forward of the operating member;
A vehicle characterized in that a frame constituting the vehicle body is arranged so as to pass on the left and right sides of the luggage compartment. A traveling vehicle according to any one of claims 1 to 8,
the front wheels include a left front wheel and a right front wheel that are spaced apart in the left-right direction,
A vehicle characterized in that the left front wheel and the right front wheel turn in accordance with the operation of the operating member. A traveling vehicle according to any one of claims 1 to 9,
A vehicle characterized by being equipped with an electric motor for assisting human power or for self-propulsion.